Here are some pics and info about the 360ci engine I recently put together.

The engine will a replacement for the stockish 318ci in my daily driven propane-powered '73 Dodge Dart.
The 318 has a wimpy 8.6:1 compression ratio. Not bad for put-putting around and while I managed to get some decent power out of it, it's still no tyre-frier.
Goal with the freshly build 360 is to increase torque, efficiency and hopefully as a result, fuel-economy as well, as the current setup only gets me 10-12mpg.

The 360 had been run shortly before I bought it, but a scored bearing & crank issue made it seize up for the previous owner.
I rebuilt the engine with new bearings, new cam and located a freshly located .010" crankshaft.

During the build I found the KB-piston ring gaps where too tight, so I corrected them to .0025".
Did a number of other mods on the engine like;
- backcutting and polishing the valves,
- enlarging oil passages in the block,
- modify truck oilpickup to center-pan pickup,
- welded oilcontrol baffle in oilpan,
- modified/installed windage tray from other 360 engine.
- improved oil-transition channel between rear main-cap and oilpump.
- milled heads to 60cc head chamber.

The Mopar '302' heads are the Mopar '302'-casting swirl-port heads.
I gasketmatched and smoothed the runners and polished the chambers, along with some minor contouring of the swirl area.

The camshaft is a CompCams XE256H.
256° In / 268° Ex dur. @ .050"
With 1.6 rockers this will give resp. .4768/.4848" lift.
Lob.sep 110 - ICL 106
With the 11.3cr, this will give a DCR of 8.6:1.

To break-in the new cam I decided to built an engine-stand as well. Something I wanted to do a long time ago already, but it finally happened.
At the day of the engine's first start-up, I bought 5 gallon of 102 octane pumpgas to prevent any form of detonation.

The engine break-in went fairly smoothly, aside from the engine getting hot, and one lifter failing to pump up
So I had to stop and go ahead with the break-in after a short cool down period.

After running the engine with a different carb and distributor with quicker timing curve the engine ran pretty cool.

Thanks. Thought about having this topic deleted and start a new one because unfortunatly there's another error in my first post.
With the 11.3cr, this will give a DCR of 8.6:1. - Should be DCR of 9.6:1 - The output of the KB DCR-calculator was wrong because of me feeding a wrong number into it. The Wallace calculator made that clear to me.